ALL ABOUT

AIRCRAFT KNOWLEDGE
 MATERI DISKUSI :

 KONSTRUKSI/BAGIAN PESAWAT TERBANG

 JENIS-JENIS DAN TYPE PESAWAT TERBANG

 TEORI TERBANG

 WEIGHT & BALANCE

 AIRCRAFT LOADING AND CONTROL

 VERTICAL
KONSTRUKSI STABILIZER
HORIZONTAL
PESAWAT TERBANG STABILIZER

RUDDER
FUSELAGE
ELEVATOR

WING

FLAPS
SPOILER AILERON

SLATS
ENGINE
WINGLET
 WING
AILERON
FLAPS
TRIM TAB
SPOILER
SLAT
 AILERON
• To roll an aircraft, it is necessary to change the lift
characteristics of the wings. i.e. To roll left requires
an increase in lift on the right wing and a decrease in
lift on the left wing.
• Small moveable portions of the wing are used for this
purpose. These are called AILERONS. Ailerons move
differentially, i.e. when the left one rises, the right
one descends. To roll the aircraft left the right aileron
is lowered which increases the right wing's upper
camber, which in turn increases lift. Simultaneously,
the left aileron rises, decreasing the upper camber of
the left wing, which reduces lift. These actions allow
the left wing to drop and the right wing to rise,
resulting in a roll to the left.
 OPERATE AILERON
• The ailerons are operated by the control
column. This column or "stick" is moved to the
left or right to roll left or right. Many aircraft
may use a control yoke shaped like an
abbreviated steering wheel. This yoke is
turned left or right to initiate a roll in the
desired direction.
 ELEVATOR
• To raise or lower the nose of the aircraft, it is
necessary to change the pitch attitude. To overcome
the pitch stability provided by the horizontal
stabiliser, the rear portion of this surface is hinged
and allowed to move up and down. This is called the
ELEVATOR.
• If the pilot wishes to PITCH the aircraft NOSE UP, the
elevator is RAISED which deflects the airflow over the
rear of the horizontal stabiliser up. This in turn,
pushes the entire stabiliser (and aircraft tail) down,
raising the aircraft nose. The reverse happens when
the aircraft is pitched down.
 OPERATE ELEVATOR

• The control column also operates this control

surface in that a forward movement lowers
the elevator, pitching the aircraft down. A
backward movement raises the elevator,
pitching the aircraft up.
 RUDDER

• A change in the direction the aircraft nose is

pointing is achieved through yaw control. Yaw
occurs when the vertical stabiliser is deflected
right or left through use of a moveable rear
portion of the stabiliser. This is called the
RUDDER.
Moving the aircraft nose to the RIGHT requires that the rudder be
moved to the RIGHT. Airflow passing the vertical stabiliser will
be deflected to the right moving the stabiliser and tail to the
LEFT. This pivots the nose to the RIGHT. Reverse rudder results
in the opposite movement.
 OPERATE RUDDER
• Pedals located on the cockpit floor control the
rudder. A push on the right pedal moves the
rudder to the right, which yaws the aircraft
right. Left rudder pedal yaws the aircraft to
the left.
 CONTROL COLOUMN/YOKE/STICK RUDDER

The ailerons, elevator, and rudder are referred to as the PRIMARY CONTROL
SURFACES. These devices must be present in order for an aircraft to maintain
controlled flight. Other components may also be present on many aircraft to make
the aircraft easier to fly or to reduce pilot workload.
Elevator trim tabs can be found on almost all light aircraft. Higher
performance aircraft include rudder trim and aileron trim as well.
These allow trimming for propeller yaw influence and wing tank fuel
burnoff respectively.
Let’s take a break…
 TRIM TABS
• To reduce workload and allow precise adjustments to
aircraft attitude, a set of small moveable tabs are
installed onto the existing primary control surfaces.
These are called TRIM TABS because they allow the
pilot to trim the aircraft to the required attitude. An
example might be an aircraft that is in a constant
climb after takeoff. The elevator can be adjusted so
the trim tab moves down. This in turn, deflects the
elevator up slightly, which pitches the aircraft up to
allow a slight nose up attitude to be maintained. The
pilot is now relieved of the requirement to manually
hold the control column back for extended periods.
 FLAPS
• In order to improve aircraft handling and flight
performance at low airspeeds, a method was devised
to change the lift and drag characteristics of the
wing. FLAPS were added to the rear inboard section
of the wings. Flaps are especially important for high
speed aircraft, where the wing design allows low
drag and a relatively small camber difference (upper
vs. lower) exists for high performance. This means
that a landing without flaps would have to be carried
out at very high speed in order to maintain proper
control of the aircraft. The use of flaps allows low
landing and takeoff speeds combined with good
cruise performance when flaps are retracted.
 SPOILERS
• A very specialised drag type flap is not
referred to as a flap at all but is called a
spoiler. The spoiler extends upwards from the
wing, either at an angle or, on some cases,
straight up into the airstream. This causes a
total disruption of the airflow over that
portion of the wing. The laminar airflow is
thus "spoiled" by the extension of this device.
This aids braking if the aircraft is on the
ground and results in rapid in-flight descent
due to the large decrease in lift.
Examples are found on air transport aircraft and gliders.
 SLATS

• In order to increase lift at high AOA,

decreases the stall speed and allows the wing
to achieve a higher critical angle before stall
onset is reached some wings are equipped
with leading edge slats. These consist of a
small auxiliary airfoil section attached to the
leading edge of the wing.
 CONTROL LOCKS
• To prevent damage to primary control surfaces
while aircraft are parked, control locks are
used to immobilise ailerons, elevators, or
rudder. These locks may be internal and
activated from the cockpit or, externally
attached to the wings and tail. External control
locks are brightly coloured or have streamers
attached to make them obvious to the aircrew.
They must be removed prior to flight
 AIRCRAFT INSTRUMENTS
• Pressure instrument
Flight instruments that operate on changes or
differences in air pressure are called
PRESSURE INSTRUMENTS. The source of air
pressure is called the pitot-static system. This
provides two air “pipelines" to each
instrument; one at static pressure, and,
another at dynamic pressure. These are
supplied through the static vent, and the pitot
head, respectively.
Static Port to
sense Angle PITOT TUBE
of
Attack(AOA)

Auxiliary PITOT
TUBE
 4 pressure instruments
• Airspeed indicator (ASI)

• Machmeter

• Altimeter

• Vertical speed indicator (VSI)

 NOTE
• THE ASI DOES NOT MEASURE GROUNDSPEED
• Four methods of airspeed indications are used.
These are:
1. Indicated airspeed/IAS ‑ airspeed shown
on the face of a standard ASI.
2. Calibrated airspeed/CAS ‑ IAS corrected for
installation error.
3. Equivalent airspeed/EAS ‑ CAS corrected for
compressibility error.
4. True airspeed/TAS ‑ EAS corrected for air
density error.
 NOTE
• A machmeter indicates the ratio of TAS to the
speed of sound at the altitude at which the
aircraft is operating. This ratio is expressed as
a MACH NUMBER. The speed of sound at a
given altitude is expressed as Mach 1. Using
this system an aircraft flying at Mach .85 is
flying at 85% of the speed of sound at that
particular altitude.
 Suppose the Airbus is flying at FL 330
FL 330 with airspeed of 460 KTS.
T = -50.4 °C = (-50.4 + 273) °K = 222.6 °K
a = 20.1 x √ 222.6 = 300 m/s = 583 KTS
So, M = 460 / 583 = 0.79

Another Airbus is flying at sea level with the

Sea level same airspeed of 460 KTS.
T = 15°C = (15 + 273) °K = 288 °K
a = 20.1 x √ 228 = 340 m/s = 661 KTS
So, M = 460 / 661 = 0.69
 TAKE OFF SPEEDS

• VMCG : Minimum Control Speed on the Ground

• VMCA : Minimum Control speed in the air
• V ef : Critical Engine Failure Speed
• V1 : Decision Speed
• Vr : Rotation Speed
• Vs : Stalling Speed
• V lof : Lift off speed
• V2 : Take-off safety speed
• V ref : Landing reference speed
 GYROSCOPIC INSTRUMENTS
• A gyroscope (gyro) operates on the physical
principle that once it is spinning at operational
speed it resists any force trying to change its
plane of rotation or its axis alignment. This
principle is called gyroscopic inertia. (inertia is
the property by which matter wants to stay
motionless if originally still, or move in a
straight line if originally moving ‑ Newton's 1st
law)
 GYRO INSTRUMENTS
• Attitude indicator/AI
(artificial horizon)

• Heading indicator/HI
(directional gyro)

• Turn and slip indicator

(turn and bank)
JENIS-JENIS DAN TYPE
PESAWAT TERBANG

35
Most aircraft in use today utilise one of the
following methods of propulsion :

Piston Engine

• Propeller
Gas Turbine Engine

• Turbo Jet Gas Turbine Engine

• Turbo Fan
 Propeller With Piston Engine
• Most light single and twin engine aircraft use
piston engines
C-23 SUNDOWNER TB - 10

CESSNA 172 PIPER 28

 Gas Turbine Engine
1.Turboprop
 This system uses the turbine to drive a
propeller instead of simply producing thrust
 Turboprop engines produce much better power
to weight values than any piston engine
 They are very common in bigger twins, and
many small air transport aircraft
 TURBOPROP
GRAND CARAVAN CASSA 212

FOKKER 50 BEECHRAFT 1900

 Gas Turbine Engine
2.Turbojet
 The first gas turbine engines were turbo jet
 Turbo jet engines are used today in military
combat aircraft
 For their ability to be equipped with
afterburners
 The supersonic Concorde uses them for the
same reasons
 TURBOJET
CONCORDE B 52

DASH 8 F-16
 Gas Turbine Engine
3.Turbofan
 Turbo jet engine with an engine powered fan
added to the front of the compressor
 Fuel consumption is also reduced, as is
operating noise
 The fan is enclosed in a shroud which greatly
improves efficiency
 The end result is that all new air
transport/business aircraft engines in use
worldwide are turbo fans.
 TURBOFAN
737-200 737-800

737-900 727
 BOEING
767 777

747-200 747-400
 AIRBUS
A 319 A 320

A 340 A 330
 TEORI TERBANG
The four forces on an aircraft are:
Lift
Drag
Weight
Thrust
 DRAG
• Drag is the resistance to forward movement of
an aircraft and is subject to the frontal shape of
the aircraft

DRAG (TOTAL)

PROFILE DRAG INDUCED DRAG

Drag … (cont.)

PROFILE DRAG

FORM DRAG SKIN FRICTION DRAG INTERFERENCE DRAG

Reducing the interference drag
Struts, engine mountings on the
seaplane above were cause the
highly interference drag
Low profile drag High profile drag

+ induced drag → harus

diatasi dengan

Thrust ( gaya dorong)

Wingtip winglet reduces the induced
drag,
 5 Value Winglet

• Meningkatkan daya jelajah

• Mengurangi Fuel burn
• Meningkatkan Load
• Meningkatkan Performa T/O and L/D
• Menurunkan biaya perawatan pesawat
TEORI BERNOULLI
Newton’s Second & Third Laws
Lift

Drag
Air flow
 Lift = Gaya Angkat

D
L
T

W W

22 juni 2007
 LIFT
• If the body is inclined at a small angle to the
airflow it will produce total force which is no
angle in the direction of the flow but at an
angle to it. This resultant force can be resolved
into a component in the flow direction and a
component at right angle to it. The
component at right angles to the airflow is
called “lift”.
 Four Factors Changes Lift
• Redesign of shape and/or area of airfoil.
• Increase/decrease the airspeed
• Air density; higher density produces more lift.
• Change the angle of attack (AOA). (AOA is the
angle between wing chord and relative wind)
• As AOA increases, lift increases. Frontal area
of the wing also increases with resulting
increased drag coefficient. Once AOA exceeds
approximately 18 - 20 degrees, airflow
becomes non-laminar (disrupted) and a stall is
imminent.
• An aircraft wing is usually at a slight angle to
the horizontal while in flight. This places the
leading edge above the trailing edge and
moves the relative wind against the lower
camber in such a way that air is deflected
downward. This results in an upward
displacement of the wing.
A wing will fly at any angle up to its stall angle. Once this angle is
exceeded the airflow around the airfoil will change from laminar
(smooth) to non-laminar (disrupted) and the wing will stall. The
amount of lift produced will vary with the rate of airflow
(airspeed), air density, and/or shape and area of the airfoil.
 KEY POINT
• Weight and Drag are natural forces
• Lift and Thrust are manmade forces
• Weight and lift are opposing forces
• Thrust and Drag are opposing forces
• Thrust comes from either a propeller or a jet
engine
• Weight is the force of gravity acting on the
aircraft
 Balance of Forces

To maintain straight and level flight, ALL of the four forces

described previously must be in balance, i.e.
LIFT balances WEIGHT
THRUST balances DRAG

Therefore, in order to change the equilibrium of the aircraft,

the two man made forces of THRUST and LIFT can be varied.
The results of such changes are as follows.

LIFT exceeds WEIGHT aircraft will CLIMB

LIFT less than WEIGHT aircraft will DESCEND
THRUST exceeds DRAG aircraft will ACCELERATE
THRUST less than DRAG aircraft will DECELERATE
 Aircraft Weight Definitions
• Basic Weight > The weight of the empty aircraft
with all its basic equipment plus a cleared
quantity of unusable fuel and oil
• Variable Load > The weight of the crew, crew
baggage, and removable units, i.e., catering loads,
etc.
Variable Load = APS – Basic Weight
• APS Weight > Aircraft Prepared for Service
APS = Basic Weight + Variable Load
• Payload > Passangers and/or Cargo
• Ramp Weight > RW is the gross aircraft weight
prior to taxi.
RW = TOW + fuel for start and taxi
• Maximum Take off Weight (MTOW) > is the
maximum gross weight of the aircraft permitted
for take off.
• Maximum Landing Weight (MLW) > is the
maximum gross weight of the aircraft permitted
for landing.
• Zero Fuel Weight (ZFW) > is a wing loading
structural maximum weight.
ZFW = payload + APS
ZFW = MTOW – fuel weight
Center of Gravity (C.G.) Limits

7) Forward
and afterward
limit of the C.G.
Manual Balance Table

Forward limit LIZFW LITOW 29.4% of

of TOW C.G. TOW C.G.

Afterward
limit of TOW
TOW
C.G.

ZFW
Afterward limit
Forward limit of ZFW C.G.
of ZFW C.G.
28% MAC of
ZFW C.G.
WEIGHT
Increase aircraft
weight

Increase take-off and

landing distance
Because

Aircraft slower to Higher take-off and

accelerate on take-off, and and Landing speed
takes longer to stop on required
landing
 Factors Determine the Loading
(Weight and Balance)
• Cargo
• Baggage
• Crew and Passangers, including personal
effects
• Removable equipment
• Fuel
Note : The distribution of the weights ensures
that the center of gravity (CG) is witihin its
limits to longitudinally balance the aircraft.
WEIGHT AND BALANCE
Factors Affecting Aircraft Performance
• The following may influence aircraft operating
performance:
• wind
• temperature and atmospheric pressure
• rate of climb and descent
• airspeed
• aircraft load factors
• company operating limitations
• pilot proficiency
• runway conditions and runway gradient
• Headwind
– - Shortest distance for T/O and lowest ground speed on lift off
– - Abort T/O : easier to stop and shorter distance
– - Steeper angle of climb after take off
• Tailwind
– - Longer distance for Take-off
– - Decrease angle of climb after T/O

• Crosswind
– - Wind blows from the side of Runway

• Gusting Winds
– Wind does not have constant speed.
 Wind

Acceleration distance for takeoff

Lift off: IAS or TAS = 160 kt

Calm Wind (0 kt) :

IAS or TAS = GS = 0 kt
GS = 160 kt
Lift off: IAS or TAS = 160 kt

H/W (+10 kt) :

GS = 150 kt IAS or TAS = GS = 0 kt
GS = 150 kt

Lift off: IAS or TAS = 160 kt

T/W (–10 kt) :
GS = 170 kt IAS or TAS = GS = 0 kt
GS = 170 kt
 Runway Slope

1) Takeoff-Go
Although uphill slope, like climb, is helpful to lift off, the aircraft
performance in acceleration is further deducted. Therefore, aircraft
will lift off early on runway with Downhill slop.

Uphill
Slope:

Weight
weight component

Downhill
Slope:
weight
Weight
component
 Runway Slope

2) Acceleration-Stop
To perform takeoff on runway of Uphill slope, the aircraft is affected
by weight component in the forward direction of uphill slope, and
easily stop.

Uphill
Slope:
weight Weight
Weight
component weight component

Downhill
Slope:
weight
Weight Weight
weight component
component
 LOAD FACTORS
• In addition to climb rate, the aircraft weight
affects other aspects of flight performance. A
fully loaded aircraft cannot carry a capacity
fuel load and successfully take off using the
normal runway length available. Therefore, if
long range is desired some of the load must be
removed. If this is not an option then an
intermediate fuel stop must be made and only
partial fuel carried at departure.
• The maximum weight which allows normal takeoff to
occur is called the Maximum Gross Take Off Weight.
(MGTOW) An aircraft at MGTOW will normally not be
able to land immediately after departure because the
stress loads on the landing gear and wings would be too
great. The procedure in this case requires fuel dumping.
If this is not possible then fuel must be burned off by
flying a holding pattern until landing can be carried out.

• An aircraft at MGTOW may also not be able to reach the

final cruising altitude for that flight in a continuous climb.
A step climb procedure is used to allow gradual climb
based on best aircraft performance.
 imajinasi: struktur ruang udara
46.000 FT

46.000 feet
AC
C

FI
S
15.000 feet

AP 10.000 feet
P

7000 feet

AD
AFI
C 12
S
11
 EXISTING ATS ROUTES JKT & UPG FIR
DOMESTIC INTERNATIONAL
W11 W22 W41 W65 A211 B325 G209 R206 L511
W12 W23 W42 W66 A214 B335 G337 R223 L644
W12E W25 W43 W67 A215 B344 G459 R340 L764
W13 W26 W44 W68 A327 B349 G461 R342 L895
W14 W26E W45 W69 A339 B456 G462 R455 M300
W15 W31 W46
A344 B462 G464 R456 M772
W15N W31W W51
A450 B466 G468 R461 N563
W16 W32 W52
A458 B469 G578 R469 N646
W16S W32N W53
A461 B470 G579 R590 N752
W17 W33 W54
A464 B472 J199 R592 P570
W17S W34 W55
A576 B473 P574
W17N W35 W61
A576S B583
W18 W36 W62
A585 B584
W19 W37 W63
A587 B592 64
W21 W38 W64 50
12
 MORE THAN 2.400 TRAFFIC MOVEMENTS / DAY
OPERATING WITHIN CONTROLLED AIRSPACE WICH ARE
HANDLED BY JAATS & MAATS ATS CENTRE


OAKLAND FIR


MANILA FIR


KOTA KINABALU FIR

COLOMBO FIR


KUALA LUMPUR FIR
SINGAPORE FIR

PORT MORESBY FIR


JAKARTA FIR
MAKASAR FIR






 







MELBOURNE FIR





BRISBANE FIR
13


 KAPAN ATS DIBERIKAN.....?

Aircraft en route un
non-radar airspace
New traffic appears
within close proximity
Departure Airport
Aircraft enters terminal
radar airspace

Aircraft en route in
radar airspace
Aircraft approaches
ACC boundary

Aircraft approaches
sector boundary Aircraft seeks weather Aircraft enters
avoidance tower airspace

Aircraft enters
terminal radar
airspace

Flight plan filed; Aircraft lands

clearance issued;
aircraft departs

14
SIMILAR CALL FAKTOR YANG MENGANCAM
SIGN KESELAMATAN PENERBANGAN
TERORIS
KEPADATAN LLU WABAH

KONDISI
BANDARA ATC – PILOT
PROCEDURES
CUACA
DATA
AERONAUTIKA
TIDAK AKURAT
FATIQUE

MANAJEMEN PERAWATAN
PESAWAT UDARA

KONDISI
FASILITAS LACK
KONDISI
NAVAID COORDINATION
ALAM / Terrain
15
 BAGAIMANA KENYATAANNYA
PELAYANAN KESELAMATAN DAN
KEAMANAN PENERBANGAN DI INDONESIA

• DATA ATS INCIDENT

• DATA AIRCRAFT ACCIDENT
• KEADAAN PELAYANAN BANDAR UDARA
• PENYELUNDUPAN DAN BARANG BERBAHAYA

16
 ICAO ANNEX 13
& Doc 9426 ATS PLANNING MANUAL

• SETIAP ATS INCIDENT, A/C ACCIDENT

( KECELAKAAN ) HARUS DILAPORKAN

• SETIAP ATS INCIDENT, A/C ACCIDENT

HARUS DILAKUKAN INVESTIGASI
TUJUAN

• BUKAN MENCARI SIAPA YANG SALAH, TAPI MENCARI

APA PENYEBABNYA AGAR KEJADIAN SERUPA TIDAK
TERULANG KEMBALI
NSR/KLLP 19
 Data Aircrafts Accident the last 5 years
Year 2002 2003 2004 2005 2006 2007

A/C 13 9 13 13 9 4

Korban Jiwa

Meninggal 25 10 31 113 5 123

Luka-luka 19 11 218 8 6 103

Pilot yang Meninggal saat Tugas

Capt.Sri Hardono PT GIA 22 November 2004

Capt. Indra Setiadjit PT GIA 25 Juli 2006

Capt. Soetikno PT SWJ 5 September 2006

18
 Penyebab A/C Accident
(berdasarkan investigasi KNKT)

- Human Error 70 %
- Faktor Alam 20 %
- Faktor pesawat udara 5%
- Lack of training 5%
- Faktor ............

MANAGEMENT
NSR/KLLP 21
 Action to anticipates
(solusi)

• EXTERNAL/ INTERNAL
• EKKT ( 9 Rekomendasi )
• MENHUB ( Instruksi Menhub ) & Road
Map
• Raker Komisi V DPR – Menhub

28
 Beberapa Rekomendasi

• ATS INCIDENT AND AIRCRAFT ACCIDENT EVALUATION

• ICAO AUDIT
• AIRPORT AUDIT
• OPERATOR AUDIT
• LAG ( LIQUIDS, AEROSOLS, GELS)
• NEP ( ATC – PILOT NEW ENGLISH PROFICIENCY )
• REWARD AND PUNISHMENT
• RECURRENT / REFRESHING COURSE

29
30
31
 .
INDONESIAN FLIGHT INFORMATION REGION/ FIR
06 00 N 04 00 N
04 00 N
06 00 N 97 30 132 30 03 30 N 03 30 N
118 00
92 00 E E 133 00 141 00
E
E 00 00 E E
01 27 N 108 00 E
102 22
E 00 00
105 10 E 01 13 N
00 00
113 35
109 00 E
00 00 00 50 S E
104 44 106 00
E E
FIR
02 00 S JAKARTA FIR 03 00 S FIR 06 20 N
110 23 UJUNG PANDANG
92 00 Fl 600 141 00
E
E GND / WATER Fl 600 E
GND / WATER 06 55 S
06 20 S 141 00
110 23 07 00 S E
E 135 00
09 20 S E 09 50 S
126 50 139 40
E E
12 00 S 12 00 N 09 50 S
12 00 S
114 30 123 20 141 00
107 00
E E E
E

•
7
NSR/KLLP/ATKP MDN 3
SINGAPORE FIR

8
 Semoga pengetahuan ini bermanfaat bagi
saudara - langsung maupun tak langsung.
dan semoga saudara dapat menjalankan tugas
dengan sebaik-baiknya dan sebenar-benarnya